peabody



Get. 8, 1929. .1. A. PEABODY AUTOMATIC TRAIN CONTROL SYSTEM Filed July 11, 1925 2 Sheets-Sheet Oct. 8, 1929. J. A. PEABODY AUTOMATIC TRAIN CONTROL SYSTEM 2 Sheets-Sheet Filed July 11, 1925 gnventoa 1/ 61mm 11 e 1 Fatented @ct. 8, i929 JAMES A. PEABODY, or nvansron, ILLINOIS, ASSIGNOR TO GENERAL RAILWAY SIGNAL ooMrANY AUTOMATIC TRAIN CoNTROL SYSTEM Application filed July 11, 1925.

This invention relates to an automatic train control system, and more particularly con cerns means for placing the vehicle-carried apparatus of a train control system in condition to permit the vehicle to proceed without restriction over trackway which is unequipped for train control operation.

In applying automatic train control sys tems to railways, it is found impractical or inadvisable to equip the entire trackway of a railway system for train control operation, and hence certain sections of trackway, such as sidings, branch lines and the like, are usually left unequipped for train control operation. In operating a train which is equipped for train control operation over such railway systems, it becomes necessary to provide means for rendering the car-carried apparatus inactive at the entrance to the unequipped or non-train control sections of trackway, and for again placing such apparatus in its active controlling condition when equipped trackway is re-entered.

In order to economize on the power con- 5 sumed in operating the car-carried equipment, and to avoid undue wear on the moving parts, it is desirable that the apparatus for rendering the car-carried equipment inactive be of such a nature that the electrical energy is cut off from all car circuits and that no elements which are normally driven from the car axles, such as speed and distance responsive devices, are in motion while the train is traveling over the unequipped trackway. In order to insure that the car-carried apparatus is in its active controlling condition at all times when the train is traveling in equipped sections of traclrway, it is essential that the means employed for rendering the equipment inactive be so constructed and arranged that it may not be operated at any point on the trackway except at points where non-train control territory is entered, and that this means must be operated to set the control apparatus in its active condition at the points where equipped territory is reentered.

With the above and other considerations in mind, it is proposed in accordance with the present invention to provide a system of auto- Serial No. 42,933:

matic train control in which manually operable means are provided for rendering the car-carried control apparatus inactive at the entrance to unequipped sections of trackway and for reinstating the automatic control apparatus when equipped sections of trackway are re-entered, and more specifically it is proposed to provide a system of train control in which the car-carried apparatus is rendered inactive for train operation in unequipped 6O territory by the manual operation of a looking device, the key or token which acts to operate this device being kept in the possession of the train conductor or other authorized person while the train is proceeding in equipped territory, and being held in the locking device while the train is traveling in unequipped territory.

Other objects, advantages and characteristic features of the invention will become apparent as the'description thereof progresses.

In describing the invention in detail, reference will be made to the accompanying drawings, in which Fig. 1 represents, in a diagrammatic and 7 5 simplified manner, the car-carried equipment of a typical automatic train control system embodying one form of the present invention, together with the trackway equipment for use therewith;

Fig. 2 is a sectional end view of the token lock shown in Fig. 1;

Fig. 3 is a front view of the token lock of Fig. 1 with the cover in place;

Figs. 4 and 5 are side and end views respectively of the token lock of Fig. l in its operated position;

Fig. 6 is a plan view of the token for use with the token lock of Fig. 1;

Fig. 7 is a diagrammatic and simplified representation of the car-carried'apparatus of a typical automatic train control system embodying a modified form of the present invention;

Fig. 8 is a sectional end view of the modified token locking device used in the system of Fig. 7

Fig. 9 is a sectional side view of the device of Fig. 8;

Fig. 10 is a sectional side view of the modified form of token locking device for use in connection with the system of Fig. 7; and

Fig. 11 is a side view of the token lock of Fig. 10 in its operation position.

In Fig. 1, a simplified form of automatic train control system has been shown, the particular system being chosen merely for the purpose of illustrating the nature of the present invention. The system shown is of the well known continuous inductive twoposition type, but it should be clearly understood that any other train control system of the continuous or intermittent type might be used in connection with the present invention. p

The track rails 1 have been shown divided into the usual track blocks by the insulating joints 2, the block I and the ends of the two adjacent blocks II and J having been shown. It is assumed that the block I is the last block in a section of trackway which is equipped for automatic train control operation.

The usual track relays 3 are connected across the track rails at the entrance end of each block, being supplied with current from the track batteries 1 connected across the rails at the exit end of the block. Train control current of a suitable frequency is impressed across the track rails at the entrance end of each block through the transformer 5 connected in series with the track battery 4. The primary winding of the transformer 5 is connected through the contact fingers 6 and 7 and front contacts of the track relay 3 to a transformer Tr. which is supplied with current from the transmission line L. IVhcn a train is located in a given block its wheels and axles shunt the train control current as well as the track circuit current from the track rails in the rear of such train in that block, causing the de-energization of the track relay 3 at the entrance end of the block and thereby cutting off the train control current from the track rails of the first block in the rear thereof.

Viayside signals of the color light, semaphore or other suitable type may be used in connection with the system of the present invention, and in the drawings the usual semaphore type of wayside signals have been conventionally represented at Z, their well known operating devices and control circuits being omitted for the sake of simplicity.

A railway vehicle has been represented in the block II by the wheels and axles 8, its normal direction of travel being indicated by the arrow. Two inductive receiving coils 9 and 10 are mounted on the vehicle in front of the leading axle thereof and in inductive relation to the two track rails respectively. These coils may or may not be provided with laminated iron cores and are connected in such a manner that voltages induced by control currents flowing in opposite directions in the two track rails are additive.

The coils 9 and 10 are connected by the wires 11 and 12 to an amplifier, conventionally represented at A. This amplifier may be of any suitable type adapted to respond to weak voltages in its input circuit and to produce appreciable currents in its output circuit. As amplifiers for use in train control systems of thistype usually employ audion tubes or other current consuming devices, the amplifier A has been shown supplied with current from a suitable source of energy on the vehicle. The output circuit for the amplifier A is connected through the wires 13 and 1 1 to a main car control rela CR, this relay being of any suitable type a apted for train control practice.

In order that the automatic control of the vehicle brakes may be effected in accordance with the speed at which the vehicle is traveling, a suitable speed-responsive device is provided. This device may take any one of a number of well known forms, and has been illustrated as a simplified centrifuge G of the well known flyball type, which operates in a manner well knownto those skilled in the art to move a pivotally mounted contact arm 15 over the contact segments 16, 17, 18, and 19 in accordance with the vehicle speed.

In the present invention one of the things it is proposed to do is to disconnect the centrifuge G from its driving shaft while the vehicle isproceeding in unequipped territory, and to accomplish this result a clutch mechanism is provided. This clutch mechanism may be of any suitable type and as shown comprises a simple cone clutch, the cone element 20 being connected to the drive shaft 21, which is driven from an axle of the vehicle. and the movable element 22 being connected to the driving shaft 23 of the centrifuge G. A spring 24 is provided to force the element 22 into engagement with the cone 20, this spring being preferably of sufiicient strength to insure a non-slip engagement between these elements. The movable element 22' is provided with a squared axial opening 25 which slidably engages the squared end of the shaft 23, thus permitting vertical movement of the element 22. An operating lever 26 is provided for operating the clutcln 'being pivoted atthe point 27 and carrying a roller 28 which engages a slot 29 in the movable element 22. A notched sector 30 is provided 1 near the free end of the lever 26 and acts with the retaining catch 31 to hold the lever 26 in either one of its two operated positions.

The usual engineers brake valve has been represented in a diagrammatic manner at V.

In the present system, this valve is provided with an automatic actuator AC having the cylinders 32 and 33. As the operation of this actuator forms no part of the present invention, its construction will not be described in detail, the operation of the actuator and brake valve being identical with that of the same elements shown in the application of Chas. S. Bushnell, Ser. No. 712,269, filed May 10, 1924. In a general way it may be stated that the cylinders 32 and 33 are provided with pistons connected by a rack which engages a pinion or gear secured to the spindle of the engineers brake valve. Under normal conditions, both of the cylinders 32 and 33 areconnected to main reservoir air pressure, but under certain conditions of restrictive control, the cylinder 33 is connected to atmosphere, thereby permitting the pressure in the cylinder 32 to throw the engineers brake valve to the service brake applying position.

The operation of the actuator AC used in connection with the engineers brake valve V is controlled by means of some suitable automatic valve mechanism, and for the purpose of illustrating the invention, anelectro-pnew matic valve EPV has been shown. This valve when in its normal energized condition as shown connects the cylinder 33 of the actuator AC through the pipe 34, chamber 35 and pipe 36 to main reservoir air pressure, and when ole-energized connects the cylinder 33 through the pipe 34, the chamber 37 and the pipe 38 to atmosphere, the operation of its valve being obvious from the drawings.

Referring now more particularly to the looking or cut-out mechanism comprising the present invention, a token lock TL has been shown in Fig. 1, this lock acting when oper ated to render the actuator AC inactive to initiate an automatic brake application. The token lock TL comprises a casing 39 carrying a shaft 40 which operates a valve 41 in the pipe 42 connected between actuator cylinder 32 and the main reservoir of the air brake system. A handle 43 is provided on the outside of the casing 39 of the token lock TL and is connected to the shaft 40 to operate the valve 41. A locking lever 44 is secured to the shaft 40. within the casing 39 and engages projections on a locking bar 45 as most clearly shown in Fig. 5. The lower extremity of the locking bar 45 is provided with extensions or teeth 46. A second locking lever 47 is pivotally mounted on the bolt 48 within the casing 39 and is provided with a stop 49 which normally maintains the lever 44 in its upper position as shown in Fig. 2. A spring 50 nor mally holds the lever 47 in the position shown in Figs. 1 and 2. A slot 51 having shelf-like projections at its edges is provided in the front cover of the casing 39, this slot being located just below the lower extremity of the locking bar 45 when in its normal position. A token or operation member 53 is shown in Fig. 6, this token being provided with suitable openings 54 and 55 shaped and spaced to conform with the extensions 46 of the locking bar 45 whenthe token is inserted in the slot 51. In operating the token lock L, the token 53 is first inserted in the slot 51, being pressed back to move the locking lever 47 out of engagement with the lever 44.

The handle 43 is now moved to its lower position, closing the valve 41 in the pipe 42, and moving the locking bar 45 to its lower position where the extensions 46 pass through the openings 54 and 55 in the token 53. The token 53 is now securely held within the token lock and cannot be removed until the valve 41 has been returned to its normal open position. A contact finger 56 is provided within the casing 39, and normally engages a stationary contact 57. When the handle 43 of the token lock TL is moved to its lower position, an insulated extension 58 on the locking bar 45 carries the contact finger 56 out of engagement with its stationary contact 57, thereby v breaking a control circuit as hereinafter described.

Operation (Figs. 1 through 6) As the present invention particularly relates to the operation of the car-carried equipment on entering and leaving unequipped or non-train control territory, the normal operation of the system shown in train control territory will be very briefly described.

lVhen a train is proceeding under clear traffic conditions, that iswith no other train traveling in the block in which the train under consideration is located or in the first block in advance thereof,train control current flows in the track rails 1 ahead of the train and induces voltages in the receiving coils 9 and 10. These voltages are amplified by the amplifier A and cause an energizing current to flow in the main control relay CR, causing this relay to attract its contact fingers 59. Under these conditions, an energizing circuit for the electro-pneumatic valve EPV is completed, which circuit may be traced as follows :from the battery terminal B, stationary contact 57 and contact finger 56 of the token lock TL, wires 60 and 61, contact finger 59 and front contact of the control relay CR, wire 62, stationary contact segment 16, contact arm 15 and contact segment 17 of the centrifuge G, wires 63 and 64, contact finger 65 and stationary contact, wire 66 and'the winding of the electro-pneumatic valve EPV to the battery terminal C. The stationary contacts 16 and 17 of the centrifuge G are of such a construction that they are engaged by the contact arm 15 at all vehicle speeds below a predetermined maximum speed limit, such as seventy miles per hour, and the circuit just traced is therefore maintained completed for all such vehicle speeds under clear trafiic conditions. With the electro-pneumatic valve EPV energized the cylinder 33 of the actuator AC is connected with main res ervoir air pressure and the brake valve V is therefore not subject to automatic operation and may be controlled manually by the engineer.

If the train under consideration now enters a block in which caution or danger traffic conditions exist, that is, the first block in the rear of an occupied block or a block in which another train is located, no train control currents flow in the track rails, the main control relay GR is de-energized and the circuit traced above for energizing the electro-pneumatic valve EPV is therefore broken. The de-energization of the electro-pneun'iatic valve EPV causes the operation of the brake valve actuator AC, moving the engineers brake valve V to the service position and thereby initiating a brake application. This brake application continues until the train speed has been reduced to a safe low value, assumed to be twenty miles per hour, when an energizing circuit for the electro-pneumatic valve EPV is completed, energizing this valve and permitting the engineer to release the ve hicle brakes. This low speed energizing circuit may be traced follows ::trom the bat tery terminal B, stationary contact 57 and contact linger 56 of the token lock TL, wires 60, 67, and 68, low speed contact segment 18, contact arm 15 and low speed segment 19 oi the centrifuge G', wires 69 and 64, movable contactlinger and stationary contact, wires 66 and the winding of the electro-pneumatic valve EPV to the battery terminal C. The contact segments 18 and 19 of the centrifuge G are arranged to be closed by the contact arm 15 only provided the vehicle speed remains below the predetermined low speed limit assumed to be twenty miles per hour, and if the engineer while proceeding under caution or danger trallic conditions should exceed this speed limit, the electropnenmatic valve EPV is (lo-energized and an automatic brake application results, remaining in effect until the train speed is brought below the low speed value.

Considering now the operation of the ve hicle-carried apparatus when the train enters a section of trackway which is unequipped for train control operation, assuniie that the train under consideration enters the block .l, assumed to be the first block in a section of non-train control territory. As no control current flows in the track rails of the block J, the main relay GR is immediately (lo-energized and the train may proceed only at the low speed enrorced by the centrifuge contacts 18 and 19. The engineer is apprised of the fact that he is entering a section of trackway which is unequipped for train control operation by his knowledge otthe route or by the automatic brake application which results as he enters the unequipped territory above the minimum speed. In ordento proceed at a speed above the prescribed nnmmum limit, the engineer inserts the token 1n the slot '51 of the token lock TL, operates the handle as of the token lock and thereby disconnects the cylinder 32 of the brake valvelactuator AC from the main reservoir air pressure. The operation of the token lock TL also cuts off all energy from the car-carried equipment by disengaging the contacts 56 and 57, it being observed that the energizing circuit for the amplifier A is normallysuppilied with energy through these contacts. The engineer also operates theclutchleve1"26, drawing the 1 handle to its lower position and thereby disconnecting the centrifuge G from the operating shaft 21. It should be observedth at when the centrifuge G is disconnected by the clutch, the contact finger 65 is moved out of engagement with its stationary contact, thereby interrupting iiheenergizing circuit forthe clectin-pneumatic valve EPV. The train may now proceed in .the unequipped territory without automatic restriction, the train. conductor or other oiticia'l knowing that unequipped territory is being traversed by reason of his delivery oft-he token 53 to 'theen- .en the engineeragain reaches a section of trackway which isequipped lfortrain conti cl operatiomthe train conductor isrequired by his-operating orders to have in his posses- 1. t is token 53, and for this reason the enat the point where the equipped territory is c: 'ered. In order to release the token 53 irom the token lock TL, the engineer first mov the operating handle 43 to the upper position, thereby opening-the valve 41 in the pipe and closing the contacts '56 and 57 for energizing the car-carried equipment. The token may now be removed fromthe token lock and delivered to'the train conductor. The electro-pneumatic valve EPV is not, however, energized, its energizing circuit being broken at the contact finger 65 and stationary contact, which are held out of engagement by the movable clutch element 22. The engineer now operates the clutch lever shifting the clutch clement 2210 its lower position and thereby connecting the centrizt'uge G to its driving shaft 21. This operation of the clutch permits the contact finger engage its stationary contact, completing both the low speed and the high speed energizing circuit for the electro-pneumatic valve EPV, which circuits have been traced above. assuming 0r course that the train is stand still, and the engineer may now release the brakes and proceed subject to the automatic control in the equipped territory.

It should be understood that the token 53 may be made in duplicate form and may be retained by an OlllClitl having the proper authority at the points along the trackway where the change from equipped to unequippcd 'trackway is encountered. If this latter system'is to be employed the engineer is forced to stop and obtain the tokenas he user must deliver the token-to thelconductor tact 88.

enters the non-train control territory and is required to deliver the token to the authorized person before he is permitted to re-enter train control territory.

Referring now to the modified form of the invention shown in Figs. 7 through 9, the car-carried apparatus shown in Fig. 7 includes receiving coils and 71, an amplifier A, a main control relay CR, an electro-pneuniatic valve EPV, an engineers brake valve V provided with an actuator AC, and a centrifuge G having a clutch T, these elements being identical with the corresponding elements described in connection with the system of Fig. 1. The operation of the handle 72 of the centrifuge clutch T is controlled by a token lock TC of a construction which is similar to that of the token lock TL described in connection with Fig. 1. The operating lever 7 2 is pivoted at the point 7 3 and passes through the casing 7 4 of the token lock TO, engaging the locking bar 75 and being held in the position shown by the locking lever 7 6 in the same manner in which the lever 4 1 of the token lock TL cooperates with the corresponding parts as described in connection with Fig. 1. It is assumed that in order to operate the clutch T, a suitable token must be inserted in the slot of the casing 7 4: of the token lock TO, thereby permitting the operating lever 7 2 to be depressed and disengaging the centrifuge G from itsdriving shaft 77.

A slightly modified form of token lock TK is employed in connection with the actuator of the brake valve V shown in Fig. 7, this token lock being shown in detail in Figs. 8 and 9. The casing 78 of the token lock TK carries a movable shaft 7 9 which operates a valve 80 in the air pipe 81 which connects the cylinder 82 of the actuator AC to main reservoir air pressure. A disc 83 having a slot 84 therein is rigidly secured to the shaft 79 within the casing 78. A simple locking mechanism is provided within the casing 78 below the disc 83, and consists of a locking plunger 85, operated by a key 86, the key acting to force the plunger 85 into engagement with the slot 84. and the disc 83 when turned in one direction, thus locking the disc 83 and the shaft 79 in a position to open the valve 80 in the pipe 81. When the key 86 is turned to withdraw the locking plunger 85 from the notch. 84, a movable contact finger 87 is moved out of engagement with its stationary con- When the locking plunger 85 is withdrawn from the notch 84, the shaft 7 9 may be turned by the crank 89 to a position to close the valve 80 in the pipe 81, and with the token lock TK in this position, the key 86 cannot be removed from the lock, this key being held in place by the locking plunger 85 which in turn is locked by the disc 83.

Operation (Figs. '7 through .9) The operation of the train control system shown in Fig. 7 in equipped sections of track way 1s identical with that descrlbed in connectlon with the system shown in Fig. 1, and

the outline of this operation will therefore TK, turns this key to withdraw the locking plunge-r from the slot 8& in the disc 83, and closes the air valve 80 in the pipe 81 by means of the crank 89. The actuator AC of the engineers brake valve V is now rendered inactive as the main reservoir air pressure has been cut off from the actuator cylinder 82. The operation of the token lock TK also acts to cut off the energy from the car-carried apparatus by moving the contact finger 87 out of engagement with its stationary contact 88 and thereby breaking the various energizing circuits which are identical with the circuits traced in connection with Fig. 1. The engineer places the other token obtained from the train conductor in the clutch operating token lock TC, and moves the operating handle 72 to its lower position to disconnect the centrifuge G from its driving shaft 77. The train may now proceed in the unequipped territory without restrictionthe centrifuge G being disconnected from its driving shaft, the actuator AC of the brake valve V being rendered inactive and the energy being cut off from all the car carried circuits.

When the train reaches the point where train control territory is again entered, the conductor or other authorized person demands that the two tokens or keys be delivered to him before the train may proceed in the equipped territory. In order to obtain the token or key 86, the engineer turns the handle 89 to aposition to open the valve 80 in the pipe 81, thereby placing the disc 83 in such a position that the notch 84 registers with the locking plunger 85. The key 86 is now turned and removed, permitting the contacts 87 and 88 due to their bias engage each other, thus closing the energizing cir cuits for the car-carried equipment, and supplying air pressure to operate the ac tuator AC. The engineer also moves the operating handle 72 to its upper position, connecting the centrifuge G to its operating shaft 77 through the clutch T, and removing the token from the lock TC. The engineer now delivers the two tokens to the train conductor, and is permitted to proceed. in the equipped territory under protection of the automatic control.

It should be observed that in the system shown in Fig. 7, the engineer is forced to reengage. the clutch T upon the entrance of the train to equipped territory for the reason that the token which is associated with the token lock TC while the train is proceeding in unequipped territory must be returned to the train conductor at the point where train control territory is reentered. For this reason, it is not necessary to provide a contact in connection with the clutch T which acts to break the energizing circuit for the electro-pneumatic valve EPV when the clutch isdisengaged as in the case of the clutch T shown in connection with Fig. 1.

Referring now to the device shown in Figs. 10 and 11, this device comprises a double token lock, designated as a whole as DL, which is designed for use in connection with the system shown in Fig. 7. The token lock DL is associated with the clutch operating lever 72, it being assumed that this lever acts in the manner described to engage the clutch T when in the position shown in Fig. 10, and to disengage this clutch when in the posi tion shown in Fig. 11. The token lock DL comprises a casing 90 in which is slidably mounted a link 91, this link being guided by the blocks 92 and 93 which are preferably integral with the casing 90. The link 91 is pivotally connected to the lever 72 at the point 94 as shown. Two locking plungers are provided to limit the motion of the link 91, the locking plunger 95 being slidably engaged by the blocks 96 and 97 and being held in the position shown in Fig. 10 when the lever 72 is in the clutch engaging position. The locking plunger 98 is slidably mounted by the blocks 99, 100 and 101 and engages a notch 102 in the link 91, when the lever 72 is in the clutch engaging posit-ion as clearly shown in Fig. 10. The locking plungers 95 and 98 as well as the link 91 are provided with hemispherical depressions 103, 10a and 105 respectively, these depressions being engaged by the spring pressed spherical latches 106,

107 and 108 respectively to retain the plungers and the link in their operated positions. A key or token 109 is provided to operate the locking plunger 95, a suitable key hole represented by the dotted line 110 being pro vided in the cover of the casing 90 to admit this key 109. A notch 111 is provided in the locking plunger 95 for engagement by this key. When the locking plunger 95 is in the position shown in Fig. 10, the key 109 is secured within the token look by reason of the position of the slot 111 in the plunger 95 and the stop 112 which act to prevent the key 109 from being turned to a position at which it 'may be removed through the key hole 110.

The locking plunger 98 is also provided with a slot 113 which is adapted to be engaged by a key or token 114 as most clearly shown in Fig. 11. A key hole, represented by the dotted lines 115, is provided in the cover of the casing 90 to receive the key 114. \Vhen the plunger 98 is withdrawn from the slot 102 in the link 91 by means of the key 11-1, and the link 91 is moved to its lower position as shown in Fig. 11, the key 11% is retained within the token lock DL by means of the notch 113 in the plunger 98 and the stop 116, these parts engaging the opposite sides of the key 114 and thereby preventing its being turned to a position at which it may be removed through the key hole 115.

Operation (Figs. 10 and 11) Referring now to the operation of the system shown in Fig. 7 when the token lock DL shown in Figs. 10 and 11 is used in place of the token lock TC of Fig. 7, when the train is operating in equipped territory the clutch T engaged, the token lock DL being in the position shown in Fig. 10 with the key 109 retained therein and the key 11 1 is in possession of the train conductor or other authorized person. It is assumed that the key 109 which is retained within the token lock DL while the train is proceeding in equipped territory, is designed to operate the actuator token lOCK TK.

When the train under consideration encounters a section of trackway which is unequipped for train control, the engineer obtains the key 114 from the train conductor, inserts this key in the key hole 115 of the token lock DL and withdraws the locking plunger 98 from the slot 102 in the link 91. The link 91 being thereby released, the engineer depresses the lever 72, thereby disengaging the clutch T, and when the lever is in its lower position as shown in Fig. 11, the engineer turns the key 109, forcing the looking plunger 95 to the right as shown in Fig. 11, and thereby locking the link 91 together with the lever 72 in the clutch releasing position. The key 109 may now be turned to register with the key hole 110 and may be removed from the token lock DL. The engineer now takes the key 109, inserts it in the token lock TK, withdrawing the locking plunger 85 from the notch 84: in the disc 88, and turns the crank 89 to a position to close the valve 80 in the pipe 81. The operation of the key 109 in the crank 89 in closing the valve 80 cuts off main reservoir pressure from the cylinder 82 of the actuator AC" associated with the engineers brake valve V, thereby rendering this actuator inactive to initiate an train control, the train conductor is compelled by his operating rules to demand the token or key 114 from the engineer. The engineer, in order to obtain this key 114, first turns the crank 89 of the token lock TK to a position to open the valve in the pipe 81 and then turns the key 109 to a position to insert the locking plunger 85 into the slot 84: in the disc 83, at which position the key 109 may be removed from the lock TK. This operation of the key 109 and the crank 89 closes the contacts 87 and 88, thereby energizing the car-carried apparatus, and admits main reservoir air pressure to the cylinder 82 of the actuator AC. It the electro-pneumatic valve EPV is energized at this time, main reservoir pressure is admitted to the cylinder 118 of the actuator AC, and no automatic brake applic'ation results. The engineer now inserts the key 109, taken from the token lock TK, in the key hole 110 of the duplicate token lock DL, turns this key in a counter-clockwise direction, thereby drawing the locking plunger to the position shown in Fig. 10. The link 91 is now released and the engineer moves the lever 72 together with the link 91 to the upper position as shown in Fig. 10, thereby engaging the clutch T and connecting the centrifuge G to its driving shaft 77. The engineer now turns the key 114 in a counter-clockwise direction, forcing the locking plunger 98 into the notch 102 of the link 91, thereby locking this link together with the lever 72 in the clutch engaging position. the token lock DL and delivered to the train conductor. \Vith the clutch T engaged, energy is supplied to the car-carried apparatus, and main reservoir pressure is supplied to the actuator AC, the train may proceed in the equipped territory in accordance with the automatic control, the train conductor being in possession of the key or token 11 1 according to his operating orders.

It is seen from the description of the various modified systems that a method of operating trains alternately over equipped and unequipped track sections has been provided in which manual means are used to place the car-carried apparatus in its active or inactive condition according to the territory in which the train is operating, requiring the proper manipulation of two persons, the engineer and the train conductor.

This control may be somewhat modified where for instance, a train is to operate over a section of trackway which is entirely equipped for train control operation. In this case the key or token may be retained in a sealed box at some convenient point on a locomotive, the i act that the engineer has used this token to render the car-carried apparatus inactive being made evident by the breaking of the seal.

It should be particularly noted that in the The key 114 may now beremoved from' various modified systems shown, the engineer in delivering the token or tokens to the train conductor at the entrance to equipped terri tory, is forced to put the car-carried apparatus in its active condition, it beingnecessary to operate the various token locks in the proper manner to release the token. For this reason the danger that the engineer may endeavor to operate in equipped territory with the car-carried apparatus in the inactive condition is avoided, the possession of the token look by the train conductor being evidence of the fact that the car-carried equipment is in its proper operating condition.

The present invention has been described in connection with a rather specific system of train control, and specific means have been shown and described for rendering the particular car-carried apparatus inactive. For

this reason it should be clearly understood that the invention is not limited in its scope to the particular train control systems or locking means shown and described, and that various modifications, additions and combinations may be made without departing from the scope of the invention as defined by the appended claims.

What it is desired to secure by Letters Patent 1s r 1. In an automatic train control system for railways having sections of their trackway equipped for automatic train control and sections not so equipped, car-carried apparatus comprising means for controlling the vehicle brakes in accordance with influences corresponding to traflic conditions received from the trackway in said equipped sections, and a locking device for rendering said means inactive for vehicle travel in said unequipped sections, said locking device having a key removable only when said device is operated to render said brake control means active.

2. In an automatic train control system for railways having sections of their trackway equipped for automatic train control and sections not so equipped, in combination with trackway means in said equipped sections of trackway for transmitting influences to the vehicle under favorable traffic conditions only, car-carried apparatus comprising control means responsive to said influences, automatic brake applying apparatus controlled by said control means to initiate a brake, application when said influences are not transmitted, a manually operable locking device, acting when operated to render said automaticbrake applying apparatus inactive for vehicle travel in said unequipped sections of trackway, and a key for operating said locking device, said key being retained in said device when operated.

3. In an automatic train control system for railways having sections of their trackway equipped for automatic train control and sections not so equipped, in combination with trackway means for transmitting influences to a moving vehicle in said equipped sections of trackway under favorable traffic conditions only, car-carried apparatus comprising a speed responsive device driven in accordance with the progress of the vehicle, an automatic brake applying device, a control means for initiating said brake applying device when said influences are not transmitted from the trackway provided the vehicle speed is above a predetermined low speed limit, a manually operable locking device acting when operated to render said brake applying device inactive for vehicle travel in said unequipped sections, a manually operable clutch for disconnecting said speed-responsive device while the vehicle is traveling in said unequipped sections, and means associated with said clutch for initiating said brake applying device when said clutch is operated to disconnect said speedresponsive device provided said locking means is in condition to render said brake applying device active.

4. In an automatic train control system for railways having sections of their trackway equipped for automatic train control and sections not so equipped, in combination with trackway means for transmitting influences to a moving vehicle in said equipped sections of trackway under favorable traiiic conditions only, car-carried apparatus comprising an automatic brake applying device, a normally energized electro-responsive device acting when die-energized to initiate said brake applying device, a speed-responsive device driven in accordance with the motion of the vehicle and provided with amanually operable clutch, a circuit for energizing said electrores 3onsive device provided the vehicle speed is below a high speed limit while said influences are being received, a circuit for energizing said electro-responsive: devices provided the vehicle speed is below a low speed limit when no influences are received, means for de-energizing said electro-responsive device when said clutch is disengaged, and a manually operable locking device for rendering said brake applying device inactive when operated.

5. In an automatic train control system for railways having sections of their trackway equipped for automatic train control and sections not so equipped. in combination with trackway means in said equipped sections for transmitting influences to the vehicle under favorable traflic conditions only. a pneumatically operable brake applying device, means for initiatin said brake applying device it a predetermined high speed limit is exceeded while said influences are being received and if a predetermined low speed limit is exceeded when no influences are being received, a manually operable locking device acting when operated to cut oil the air supply to said pneumatically operated brake applying device and thereby to render said brake applying device inactive for vehicle travel in said unequippcd sections, said locking device being operable only when a key is inserted therein, and said key being retained within said locking device when operated.

b. In an automatic train control system for railways having sections of their trackway equipped for automatic train control and sections not so equipped, means for transmitting control influences from the trackway to a moving vehicle under favorable traliic conditions in said equipped sections of trackway, means including a speed responsive device for applying the vehicle brakes provided the vehicle speed exceeds the predetermined low speed limit when said in.- fluences are not transmitted, a manually operable locking device for rendering said brake applying device inactive when operatcd, and a second manually operable locking device for rendering said speed-respom sive device inactive for vehicle travel over unequipped sections of trackway, said locking devices being operable by means of keys.

7. In an automatic train control system for railways having sections of their trackway equipped for automatic train control and sections not so equipped; means for transmitting influences continuously from the trackway to a moving vehicle in said equipped sections of trackway under favorable traflic condition only; a brake applying device; normally energized means for initiating said brake applying device when tie-energized; a manually operable locking device for rendering said brake applying device inactive for travel in said unequipped sect-ions when operated; said locking device being operable by a key which is retained in said device when operated; a speed-responsive device driven in accordance with the movement of the vehicle; an energizing circuit for said normally energized means including contacts closed only when said influences are being received, contacts of said speed-responsive device closed only when the vehicle speed is below a predetermined high speed limit, and contacts closed only when said locking device is in a position to render said brake applying device active; and a second energizing circuit for said normally energized device including said contacts of said locking device and contacts of said speed-responsive device closed only when the vehicle speed is below a predetermined low speed limit.

8. In an automatic train control system for railways having sections of their trackway equipped for automatic train control and sections not so equipped, means for transmitting influences continuously, from the trackway to a moving vehicle in said equipped sections of trackway under "favorable traffic conditions only, a brake applying device, normally energized means for initiating said brake applying device when deenergized, a manually operable locking device for rendering said brake applyingdevice inactive for travel in said unequipped sections when operated, said locking device being operable by a key which is retained in said device when operated, a speed-responsive device driven in accordance with the movement of the vehicle, an energizing circuit for said normally energized means including contacts closed only when said influences are being received, contacts of said speedrresponsive device closed only when the vehicle speed is below a predetermined high speed limit, and contacts closed only when said locking device is in a position to render said brake applying device active, and a second energizing circuit for said normally energized device including said contacts of said locking device and contacts of said speed-responsive device closed only when the vehicle speed is below a predetermined low speed limit, and a manually operableclutch tor disconnecting said speed-responsive device for travel in said unequipped sections of trackway, said clutch being provided with a locking device operable by means of a key which is retained within said locking device when operated.

9. In an automatic train control system for railways having sections of their trackway equipped for automatic train control and sections not so equipped, car-carried means comprising a control device operated in accordance with influences corresponding to traific conditions received from the trackway in said equipped sections, speed-responsive means operated in accordance with the movement of the vehicle, a brake applying device controlled by said control device and said responsive means to impose a restrictive .speed limit under unfavorable trai'iic conditions, in said equipped sections of trackway and under all traflic conditions insaid unequipped sections of trackway, and a manually operable locking device for rendering said brake applying device inactive tor'vehicle travel in said unequipped sections of trackway, said locking device being operable by means of a key.

10. In an automatic train control system for railways having sections of their track- Way equipped for automatic train control and sections not so equipped, car-carried means comprising a control device operated in accordance with influences corresponding to traflic conditions received from the trackway in said equipped sections, speed-responsive means operated in accordance with the movement of the vehicle, a brake applying device controlled by said control device and said speed-responsive means to impose a restrictive speed limit under unfavorable traflic conditions in said equipped sections of trackway and under all trafiic conditions in said unequipped sections, a manually operable looking device for rendering said brake applying device inactive for vehicle travel in said unequipped sections of trackway, a second manually operable locking device for disconnecting said speed-responsive means for vehicle travel in said unequipped'sections of trackway, said locking devices being provided with keys removable only when said devices are in condition to render said brake applying device and speed-responsive device active.

11. In an automatic train control system torrailways having sections of their trackway equipped for automatic train control and sections not so equipped, car-carried means comprising a control device operated in accordance with influences corresponding to traflic conditions received from the track- Way in said equipped sect-ions, a speed-responsive device driven from the Vehicle wheels, a brake applying device controlled by said control device and said speed-responsive device to impose a restrictive speed limit under unfavorable tratlic conditions in said equipped sections of trackway and under all traffic conditions in said unequipped section of trackway, a manually operable locking device t'or rendering said brake applying device inactive when operated, said locking device being operable by a key, a manually operable clutch for disconnecting said speed-responsive device from said vehicle wheels, and a second locking device for locking said clutch in its engaged or its disengaged position, said second locking device having a key acting to release said device to permit said clutch to be disengaged, and said second locking device acting to release the key for said first locking device when said clutch is in the disengaged position. i

12. In an automatic train control system for railways having sections 01": their trackway equipped for automatic train control and sections not so equipped, car-carried apparatus comprising a control device operated in accordance with influences corresponding to trafiic conditions received from the trackway in said equipped sections, a speed-responsive device driven from the vehicle Wheels, a brake applying device controlled by said control device and said speed-responsive device to impose a restrictive speed limit under unfavorable traific conditions in said equipped sections of trackway, a manually operable clutch for disconnecting said speed-responsive device from the vehicle Wheels, a locking device for locking said clutch in-its engaged and in its disengaged positions, a key for releasing said locking device to permit said clutch to be. disengaged, said key being-removable from said locking device only when said clutch is locked inthe engaged position, a second key for operating said locking device to lock said clutch in the disengaged position, said second key being removable from said locking device only when said clutch is locked in the disengaged position, and a second locking device for rendering said brake applying device inactive when operated, said second locking device being operable by said second key of said first locking device.

-8. A method of controlling railway vehicles while traveling over trackway including sections of trackway equipped for antomatic train control and sections not so equipped comprising, the provision of traclrway means in said equipped sections for continuously transmitting influences to a moving vehicle under favorable traiiic conditions only, and of car-carried means for imposing a low speed limit when said influences are not received, and rendering said car-carried means inefiective to impose said low speed limit for travel over said unequipped sections by operating a manually operable locking means, the key for operating said locking means being retained by an authorized train operator while the vehicle is traveling in said equipped sections and being retained within said locking means when the vehicle is traveling in said unequipped sections of trackway.

14. In an automatic train control system, in combination, a brake control device, means for controlling said brake control device including a car-carried electro-responsive device controlled in accordance with trafiic conditions ahead as manifested by suitable trackway apparatus, and a normally inactive cut-out device located near the engineers post which when active renders said brake control device non-responsive to the control of said electro-responsive device, a token normally in the possession of the conductor of the train and which token the con ductor may hand to the engineer for his insertion into said cut-out device if the conductor consents to the operation of the cut-out device to render the brake control device nonresponsive to the control of said electro-responsive device, said cut-out device being rendered capable of bein placed in active condition by the insertion therein of said token, said token being removable from said cut-out device only when the cut-out device is inactive, whereby cooperation of the conductor and the engineer is necessary to permit said cut-out device to be rendered active.

15. In an automatic train control system for equipped and unequippe'd territory, the combination with a brake control device, of means for controlling said brake control device including a car-carried electro-respon sive device controlled in accordance with tratiic conditions ahead as manifested by suitable traclaway apparatus, and a normally inactive cut-out device located near the engineers post which it active renders said brake control device non-responsive to the control of said electro-responsive device, a token normally in the possession of the conductor of the train and which the conductor may hand to the engineer when the train enters unequipped territory for insertion into said cut-out device and which token the conductor may demand of the engineer when they re-enter train control territory, said cut-out device being permitted to be rendered active by the insertion of said token, and

means in the cut-out device operable to render said cut-out device active and at the same time lock said token against removal from said cut-out device, whereby cooperation of the conductor and the engineer is necessary to permit said cut-out device to be rendered active in unequipped territory.

16. Brake control mechanism for automatictrain control systems comprising, a pneumatically operated brake control device on a. train, an electro-pneumatic valve for controlling the operation of said brake control device, a normally open cock which if closed prevents said brake control device being controlled by said electro-pneumatic valve, locking means in the engineers cab for locking said cock in the open position, and a token for permitting unlocking of said locking means and simultaneous locking of said token in said locking means, said token being in the custody ofthe conductor of the train, whereby the conductor and engineer must cooperate in order to close said normally open cock.

17 Brake control mechanism for automatic train control systems comprising, a pneumatically operated brake control device on atrain,an electro-pneumatic valve for controlling the operation of said brake control device, a normally open cock which it closed prevents said brake control device being controlled by said electro-pneumatic valve, one locking means in the engineers cab for looking said cock in the open position, a speed responsive device, disengageable means for operatively connecting said speed responsive device to the axle of the train, another look ing means for locking said disengageable means in either its active engaging or its inactive disengaging condition, a token which must be inserted in said one locking means to permit said cock to assume the closed'position and which must be inserted in said another locking means to permit said disengageable means to assume its engaged condition, and another token which must be inserted in said another locking means to permit said disengageable means to assume the disengaged condition, said another token being entrusted to an authorized person of the railroad other than the engineer of the train.

18. In an automatic train control system for railways having sections of their track- Way equipped for automatic train control and sections not so equipped, car-carried apparatus comprising means for controlling the vehicle brakes in accordance with influences corresponding to traflic conditions received from the trackway in said equipped sections, and a locking device for rendering said means inactive for vehicle travel in said unequipped sections, including, manual means operable to render said means inactive, detent means normally preventing movement of said manual means, and a token insertable into said locking device to prevent said detent means from preventing movement of said manual means.

19. In an automatic train control system for railways having sections of their track- Way equipped for automatic train control and sections not so equipped, car-carried apparatus comprising means for controlling the vehicle brakes in accordance with influences corresponding to traflic conditions received from the trackway in said equipped sections, and a locking device for rendering said means inactive for vehicle travel in said unequipped sections, including, manual means operable to render said means inactive, detent means normally preventing movement of said manual means, and a token insertable into said locking device to prevent said detent means from preventing movement of said manual means, while itself positioned in the path of movement of said manual means, and aperture means in said token for permitting movement of said manual means and simul-. taneous locking of said token in said locking device.

In testimony whereof I hereby aflix my signature.

JAMES A. PEABODY. 

